Injection timing modulator

ABSTRACT

A fuel injection control linkage for timing and metering fuel injection on a multiple plunger fuel injection pump with modulation responsive to engine parameters such as engine speed and load.

United States Patent 1191 Dreisin 1 Nov. 12, 1974 15 1 INJECTION TIMING MODULATOR 3,358,664 12/1967 1116 m .l 3 123/139 R x 3,421,486 l/l969 Parrish, Jr 123/140 R X 1751 mentor: Alexander Dmsm, OlYmPa 3,667,437 6 1972 Dreisin 123 140 R x 3,673,996 7/1972 Dreisin v 123/139 AP 3,714,935 2/1973 Dreisin 123/139 R X 173] Asblgnec' l Phalmericmpmat'm 3.714.936 2/1973 Dreisin 123 139 R x Mllwuukee, Wis.

[22] Filed: 1973 Primary E.\'am1'nerChz1rles .1; Myhre [21] Appl. No.: 402,608 Assistant E.\an7ine1-Tony Argenbright Attorney, Agent, or Firm-Arthur L. Nelson [52] U.S Cl.... 123/140 R, 123/139 R, 123/139 AB,

- 123/139 AP 3 [51] Int. Cl. F02m 59/28, F02m 59/20 [3 7] ABSTRACT [58] Field of Search 123/140 R, 139 R, 139 AB, A fuel injection control linkage for timing and meter: 123/139 AD. 139 AE, 139 AG, 139 AP ing fuel injection on a multiple plunger fuel injection pump with modulation responsive to engine parame- [56] References Cited ters such as engine speed and loud.

UNITED STATES PATENTS 3/1967 Huse 123/139 R x 10 Claims, 8 Drawing Figures ENGINE PATENIEDNHV 12 1914 3.847; 126

sum 10: a

1 INJECTION TIMING MODULATOR Conventional multiple plunger fuel injection pumps have a direct drive from the engine including a dephasing mechanism to control the timing of the fuel injection pump with reference to rotation of the engine. Conventional dephasing mechanisms for this type of fuel injection pump are usually bulky and fairly complicated because of the requirement for providing the entire pump drive torque through the dephasing mechanism. In addition to the bulkiness and the complex mechanism required of these dephasing mechanisms, they are often costly and require space which is not available.

An improved multiple plunger fuel injection pump is disclosed in the U.S. Pat. No. 3,714,936 entitled Multiple Plunger Fuel Control Linkage by Alexander Dreisin and the U.S. Pat. No. 3,714,935 entitled Multiple Plunger Fuel Injection Pumpby Alexander Dreisin. These pumps accomplish the function of providing a dephasing mechanism with means other than the drive mechanism for controlling the timing and metcring of fuel injection. The timing and metering of these fuel injection pumps operate responsive to speed of the engine.

In some applications it may be advantageous to change the injection timing as a function of other engine performance parameters in addition to engine speed. For example it may be found desirable to change injection timing as a function of a engine inlet manifold pressure or engine load. It is proposed to introduce into the injection pump a mechanism which would retain a variable injection timing as a function of engine speed but would allow modification of the injection timing as a function of engine performance parameters.

It is an object of this invention to provide a control linkage fora multiple plunger fuel injection pump having fuel metering and timing means with means for modifying the timing as a function of engine performance parameters.

It is another object of this invention to provide a control linkage for a multiple plunger fuel injection pump 2 arms and the control rod to provide the timing and quantity of fuel delivery required. Also a throttle linkage is connected between the quantity control arm and the control rod which varies the quantity of fuel in- 5 jected in response to movement of the throttle linkage.

with means for modulating the timing as a function of engine load.

It is a further object of this invention to provide a multiple plunger fuel injection pump with a dephasing linkage between the governor and the control rod for controlling the timing and quantity of fuel injection with modulation of the fuel injection according to en driven in proportion to engine speed operates to drive a drive arm on a centrally pivoted lever. The centrally pivoted lever also has a timing arm and a quantity control arm with suitable linkages connected between the is integral with the eccentric pin 37 is supported for Accordingly, the centrally pivoted lever modulates fuel injection in response to engine speed and a manual .throttle control for providing the proper torque requirements in accordance with the load appliedto the engine.

Included in the timing linkage is avariable fulcrum lever pivotally mounted on an eccentric pin which is integral and eccentric with the shaft which supports the pin. The shaft has provisions for rotating the pin to vary the fulcrum point of the lever. The timing arm drives through a drive link to the variable fulcrum lever. A

clevis on the drive link operates through an engaging pin on the variable fulcrum lever and-the opposite end of the variable fulcrum lever is connected with the timing link. The variable fulcrum lever is pivoted near the middle of its length on the eccentric pin which is mounted in the housing and is connected to an outside lever to vary the fulcrum point of the lever. This provides a variable modulation of the timing of fuel injection.

The preferred embodiment of this invention is illustrated in the attached drawing.

FIG. 1 illustrates a plan view with a portion of the pump housing broken away to illustrate the dephasing linkage.

FIG. 2 is a side elevation view ofthe pump with a portion of the housing broken away to illustrate the d e.- phasing linkage.

FIG. 3 is a cross section view taken on line IIIIII of FIG. 2.

FIG. 4 is a cross section view taken on line IV-IV of FIG. 2.

FIG. 5 is a view of the barrel and plunger together Referring to the drawings the preferred embodimentv is illustrated in FIGS. 1, 2 and 3 which show a dephasing linkage on'a multiple plunger fuel injection pump.

FIG. 1 shows a fragmentary section broken away from the plan view. A timing modulator shaft 3 which pivotal movement in the cover 2. Shaft 3 carries the lever 4 for rotating the shaft 3 and controlling the position of the pivot point for the variable fulcrum lever 5. I

The pump housing 1 supports a plurality of fuel pumping assemblies discharging fuel through the fittings 6 in the upper portion of the pump housing. A cover plate 7 is fastened by a plurality of bolts 8 which covers the calibration mechanisms shown in FIG. 4.

The multiple plunger fuel injection pump is driven by an engine 9 which drives the cam shaft l0 to operate a plurality of cams which selectively operate plungers to pressurize fluid in the pumping chambers for injection into the engine. The engine also drives a governor 11 which is a conventional flyball type of mechanical governor which shifts sleeve 12 responsive to the speed of the engine. The sleeve 12 forms an annular groove 13 which receives the pin 14 on the drive lever 15. The governor as shown in FIG. 7 is used in drive mechanisms for FIGS. 1 and 2 as well.

When the governor is in operation the sleeve 12 reciprocates on the shaft 115 to pivot the drive lever 15 about the'bolt 16. The drive lever 15 has a quantity control arm 17 and a timing control arm-18. Quantity control arm 17 carries the pin 118 which is received in a slot 19 of the torque link 20. The torque link 20 is pivotally connected to control rod 43 by the pin 24. A throttle link 21 is also pivotally connected to the pin 24. The torque link 20 and the throttle link 21 are biased to a parallel position by the spring 22. The throttle the drive link 27 includes a torque screw 31 which can' be adjusted by means ofa threaded portion 32 received in a threaded opening of end portion of the link 28. The pivot point 33 of head 31 of the torque screw 31 forms a pivot point for the torque link 20 when the linkage is in operation.

The screw 35 is adjustably screwed into the pump housing and forms a variable pivot point 36 upon which the drive link 27 rests when it is in operation.

The variable fulcrum lever 5 is pivotably supportedona pin 37' which is integral with shaft 3 which rests in the governor cover 2. The shaft 3 is connected to the lever 4 to vary the fulcrum point of the lever 5. The

timing link 38 is pivotally connected by the pin 39 to the variable fulcrum lever 5. The upper end of the timing link 38 carries a pin 138 which has a spherical head 40 received in a timing link 38. The pin 138 has a threaded portion 42 that threadedly engages the control rod 43.

it is noted that the variable fulcrum lever 5 is pivotally supported on the governor cover above the throttle shaft requiring a short length of the timing link 38 which causes a retarded injection start at wide open throttle with reference to no load due to the are of shorter radius which the timing link swings through as compared to the modification with a longertiminglink .to be subsequently described.

The cam shaft 10 carries a plurality of cams. as shown in FIGS. 3 and 4. The cam 44 drives the follower 45. The follower 45 includes the roller 46 which is shown operating on the base circle of the cam 44 in FIG. 4. The cam follower drives the plunger 47. The plunger 47 reciprocates within the control sleeve 48 and reciprocates within the barrel 49. The barrel 49 and the plunger 47'form the high pressure pumping chamber 50. The upper end of the pumping chamber discharges fuel through the fuel delivery valve 51 in the fitting 6. The control sleeve 48 is carried by the retainer sleeve "53. The retainer sleeve 53 is connected to the pin 54 having a head 55 which is received within the cylindrical opening, 56 of the control rod 43. Movement of the control sleeve '48 'is' controlled by the control rod 43 and the control linkages in response to the speed of governor 11.

The start of injection occurs when the lower edge of the metering helix 57 on the plunger 47 registers with the lower edge of the control sleeve 48. When it is desirable to advance the beginning of injection as the engine speed increases this is accomplished by lowering the control sleeve. Retardation of fuel injection or timing of fuel injection is accomplished by raising the sleeve 48 relative to the plunger 47. The timing advance and retardation is a function of engine speed and can be varied by'engine load as will be seen subsequently in the description. The engine speed controls the governor reaction and through the control linkage controls the control rod which moves the control sleeve axially relative to the plunger.

The quantity control of fuel is responsive to the speed l of the engine and also to the throttle control and engine load. These functions are fed into the control linkage which are then transferred to the control rod to reciprocate the control rod in a manner to rotate the control sleeve clockwise or counterclockwise relative to the plunger. Termination of fuel injection is effective when the helical slot '57 registers with the spill port 58 in the control sleeve. Duration of fuel injection is controlled by rotating the control sleeve 48 so that the helical slot 57 comes in registry with the spill port 58 early or later depending on the speed of the engine and the setting of the throttle control and the modulating control. I

The calibration mechanism for the fuel injection pump includes a calibration unit 59 as shown in FIG. 4. Rotation of the calibration screw 60 rotates the eccentric pin 61 in the fork 62 to' rotate the plunger 47 for advance and retard of fuel injection. For a more detailed description of the operation of the fuel injection pump and the calibration unit reference may be had to US. Pat. Nos. 3,714,936, 3,714,935 and 3,667,437 b Alexander Dreisin.

Referring to FIGS. 7 and 8,'a modification of the'invention is shown. The governor 11 is driven by engine 9 and the governor sleeve 12 is reciprocated on the shaft 115. It is noted, however, that-the variable ful- 1 crum point lever 70 is pivotally mounted on the eccentric pin 71 of shaft 72. The timing link 73 swings through an arc of larger radius than the previously described version. The va riable fulcrum lever is connected through a pin 74 to the clevis 75 on the drive link 76. The-drive link 76 is biased against the screw 35 by means of the spring 77 carried onthe drive arm. 18.

The torque link 20 and throttle link 21 are similar to that described previously. r i

The operation of the linkage and fuel injection pump will be described in the following paragraphs. 7

As the engine 9 is in operation the governor 11 will also be driven at a rate of speed in proportion to that of the engine. The rate of speed of the governor controls the movement of the governor sleeve 12 whichreciprocates the sleeve 12 on the shaft 115. Pin 14 carried in the recess 13 pivots the drive lever 15 on its piv-' otal axis. This in turn moves the quantity control arm l7 and the timing control arm 18. The quantity control nected to the pin 24 which causes the control rod 43 to reciprocate on its axis depending in part on the speed of the engine.

The throttle lever 126 is a manually controlled lever which rotates the throttle arm 23 which is connected to the throttle link 21 which also in part controls the magnitude of reciprocation of the control rod 43. The spring 22 biases the torque link and the throttle link 21 toward a parallel position which in turn tends to operate the two levers for joint control of the operation of the control rod.

As the speed of the engine increases the governor speed also increases causing the governor sleeve 12 to move in the right-hand direction. Drive lever 15 rotates counterclockwise which causes the timing arm 18 to move downwardly and the variable fulcrum lever 5 to 'pivot upwardly on-the right-hand end of the lever as viewed in FIG. 2. This in turn rotates the control rod 43 on its axis and causes the control rod to move the control sleeve 48 downwardly on the plunger 47 and advance fuel injection. Reverse action is created when there is a decrease in speed and the timing is'retarded accordingly.

When the timing modulator shaft 3 is rotated by lever 26 the eccentric pin 37 is raised, this in turn raises timing link 38. The timing link 38 transmits an upward rotational movement to the control rod which in turn lowers the control sleeve advancing the injection tim-- ing. The modulating of fuel injection timing by rotating the shaft 3 on its axis to move pin 37 permits either advance or retard of the timing of the fuel injection.

Similarly, the modification shown in FIGS. 7 and 8 will also provide timing control. As the shaft 72 is rotated the eccentric pin 71 forming the fulcrum point of the lever 70 moves up and down to advance or retard the fuel injection. With the arrangement shown in FIGS. 7 and 8, the link 73 is considerably longer than the magnitude of'movement of the control rod from no fuel" to"wide open" fuel. In this arrangement when the control rod is moved the upper end-of the link 73 is moved through a flat are, so that its influence on the injection timing is negligible.

As shown in FIGS. 1, 2, 3 and 4, the length of the link 38 is of the same order of magnitude as the control rod movement between no fuel" and wide open" setting. Now, however, with the shorter link 38, depending on the rclative position of the pin 39 and the upper end of the link 38, the control rod movement will cause the upper end of the link 38 to define an arc of greater curvature. The vertical distance between the lower and upper pivotal connections of the link 38 will determine what kind of timing variation will be introduced by movement of the control rod from no fuel to full load. Accordingly, with the requirement of retarded injection start at wide open as compared with early injection start at no load," at a given engine speed, therefore, for a given position of the lower pivot connection of timing link 38, as the throttle is opened and the control rod moved toward wide open, the upper pivot connection ofthe timing link 38 will be pulled downward, rotating the control rod which causes it to lift up the control sleeves and retard the start of injectron.

The embodiments of the invention in which an exclusive property or privilege is claimed are defined as follows:

1. A multiple plunger fuel injection pump for an internal combustion engine comprising, a pump housing means defining a plurality of bores, 21 plunger received in each of said bores and defining a fuel injection pumping chamber, means defining a fuel supply chamber, each of said plungers defining passage means seadapted for connection to an engine including a control member moving in response to engine speed, a drive lever defining a drive arm, a timing arm and a quantity control arm, means connecting said drive arm to said control member of said speed responsive device, a control rod connected to each'of said control sleeves providing rotational and reciprocating movement of said control sleeves, a quantity controlflinkage connected between said quantity control arm and said control rod reciprocating said control rod and rotating said control sleeves, a throttle control pivotally connected to said quantity control linkage to modify movement of said control rod in response to movement of said throttle control, a timing linkage connected between said timing arm and said control rod rotating said control rod and reciprocating said control sleeves, a variable fulcrum timing modulation lever in said timing linkage for modifying fuel injection timing, said linkages thereby controlling the quantity, timing-and modulation of fuel delivery from said fuel injection pump.

2. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said timing modulation lever in said timing linkage includes a variable fulcrum lever to manually adjust the timing of the control sleeves.

3. A multiple plunger fuel injection pump as set forth in claim 1 wherein said quantity control modulator means includes a variable fulcrum means connected to said drive arm to vary the fulcrum of said quantity control linkage.

4. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said timing linkage includes, a drive link, a t-iming link, a variable fulcrum lever pivotally connected between said drive link and said timing link including means for varying the fulcrum point of said lever.

5. A multiple plunger fuel injection pump for an internal combustion engine [as set forth in claim 1 wherein said timing linkage includes a drive link'defining a variable fulcrum, a quantity control modulator means connected to said timing arm defining a shiftable fulcrum point for said quantity control linkage to vary the fuel delivery rate of said fuel injection pump with changing engine speeds, a timing link, a variable fulcrurn lever pivotally connected between said drive link and said timing link, an eccentric pivotal means pivotally supporting said variable fulcrum lever with means to vary the pivot point of said variable fulcrum lever to adjust the timing of said linkage.

6. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said timing linkage includes a drive link, a.timing link, a variable fulcrum lever pivotally connected to said drive link and pivotally connected to said timing link, an adjustable shaft including an eccentric pin for pivotally supporting said variable fulcrum lever having means for rotating said shaft to vary the fulcrum of said variable fulcrum lever.

7. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said drive lever defines a T-shaped lever, means pivotally supporting saidT-shaped lever at the junction of the three arms.

8. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said quantity control linkage includes a torque link, said timing linkage includes a drive link defining an adjustable fulcrum for said torque link, a clevis mounted on said drive link, a variable fulcrum lever pivotally connectedto said clevis, a timing link pivotallyv connected to the opposite end of said variable fulcrum lever, means defining a variable fulcrum for pivotally supporting said variable fulcrumv lever to adjustably advance and retard timing of said fuel injection pump.

9. A multiple plunger fuel injection pump for an inthrottle linkage positions, said timing linkage includes a drive link connected to said drive arm, a timing link substantially the length of the magnitude of movement of said control rod and connected to said control rod, a variable fulcrum lever connected between said drive link and said timing link, means pivotally supporting said variable fulcrum lever in a position whereby said drive link causes said timing link to swing through an arcuate path retarding fuel injection at wide open throttle. 7

10. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said control rod defines a predetermined magnitude of movement between wide open and no load throttle linkage positions, said timing linkage includes a drive link, a timing link substantially longer than the predetermined movement of said control rod and connected to said control rod, a variable fulcrum lever pivotally connected to said drive link and pivotally connected to said timing link, means pivotally supporting said variable fulcrum lever in a position causing said timing link to swing through a flat arc to cause only slight retardation of fuel injection from no load to wide open position of said throttle linkage. 

1. A multiple plunger fuel injection pump for an internal combustion engine comprising, a pump housing means defining a plurality of bores, a plunger received in each of said bores and defining a fuel injection pumping chamber, means defining a fuel supply chamber, each of said plungers defining passage means selectively communicating between the supply chamber and the injection pumping chamber for supplying fuel to said injection pumping chamber, a control sleeve mounted for reciprocable and rotational movement about each of said plungers and defining port means with said plunger for controlling the closing and opening of said passage means in said plunger between the supply chamber and the fuel injection pumping chamber, means sequentially reciprocating each of said plungers in said bores for pumping fuel in said fuel injection pumping chamber, a speed responsive device adapted for connection to an engine including a control member moving in response to engine speed, a drive lever defining a drive arm, a timing arm and a quantity control arm, means connecting said drive arm to said control member of said speed responsive device, a control rod connected to each of said control sleeves providing rotational and reciprocating movement of said control sleeves, a quantity control linkage connected between said quantity control arm and said control rod reciprocating said control rod and rotating said control sleeves, a throttle control pivotally connected to said quantity control linkage to modify movement of said control rod in response to movement of said throttle control, a timing linkage connected between said timing arm and said control rod rotating said control rod and reciprocating said control sleeves, a variable fulcrum timing modulation lever in said timing linkage for modifying fuel injection timing, said linkages thereby controlling the quantity, timing and modulation of fuel delivery from said fuel injection pump.
 2. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said timing modulation lever in said timing linkage includes a variable fulcrum lever to manually adjust the timing of the control sleeves.
 3. A multiple plunger fuel injection pump as set forth in claim 1 wherein said quantity control modulator means includes a variable fulcrum means connected to said drive arm to vary the fulcruM of said quantity control linkage.
 4. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said timing linkage includes, a drive link, a timing link, a variable fulcrum lever pivotally connected between said drive link and said timing link including means for varying the fulcrum point of said lever.
 5. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said timing linkage includes a drive link defining a variable fulcrum, a quantity control modulator means connected to said timing arm defining a shiftable fulcrum point for said quantity control linkage to vary the fuel delivery rate of said fuel injection pump with changing engine speeds, a timing link, a variable fulcrum lever pivotally connected between said drive link and said timing link, an eccentric pivotal means pivotally supporting said variable fulcrum lever with means to vary the pivot point of said variable fulcrum lever to adjust the timing of said linkage.
 6. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said timing linkage includes a drive link, a timing link, a variable fulcrum lever pivotally connected to said drive link and pivotally connected to said timing link, an adjustable shaft including an eccentric pin for pivotally supporting said variable fulcrum lever having means for rotating said shaft to vary the fulcrum of said variable fulcrum lever.
 7. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said drive lever defines a T-shaped lever, means pivotally supporting said T-shaped lever at the junction of the three arms.
 8. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said quantity control linkage includes a torque link, said timing linkage includes a drive link defining an adjustable fulcrum for said torque link, a clevis mounted on said drive link, a variable fulcrum lever pivotally connected to said clevis, a timing link pivotally connected to the opposite end of said variable fulcrum lever, means defining a variable fulcrum for pivotally supporting said variable fulcrum lever to adjustably advance and retard timing of said fuel injection pump.
 9. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said control rod defines a predetermined magnitude of movement between wide open and no load throttle linkage positions, said timing linkage includes a drive link connected to said drive arm, a timing link substantially the length of the magnitude of movement of said control rod and connected to said control rod, a variable fulcrum lever connected between said drive link and said timing link, means pivotally supporting said variable fulcrum lever in a position whereby said drive link causes said timing link to swing through an arcuate path retarding fuel injection at wide open throttle.
 10. A multiple plunger fuel injection pump for an internal combustion engine as set forth in claim 1 wherein said control rod defines a predetermined magnitude of movement between wide open and no load throttle linkage positions, said timing linkage includes a drive link, a timing link substantially longer than the predetermined movement of said control rod and connected to said control rod, a variable fulcrum lever pivotally connected to said drive link and pivotally connected to said timing link, means pivotally supporting said variable fulcrum lever in a position causing said timing link to swing through a flat arc to cause only slight retardation of fuel injection from no load to wide open position of said throttle linkage. 